T randol rc



e. T. RANDOL Re. 23,696 F AUTOMOTIVE POWER DRIVE (IUNTROL SYSTEM AND HECHANISI Aug. 4, 1953 7 Sheets-Sheet 1 Original Filed July 28, 1941 G.T.RANDOL Aug. 4, 1953 AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANI 7 Sheets-Sheet 2 Original Filed July 28, 1941 G. T. RANDOL Re. 23,696 AUTOMOTIVE POWER DRIVE CONTROL sys'm-zu AND uncmmzsu Aug. 4, 1953 7 Sheets-Sheet 3 Original Filed July 28, 1941 G. T. RANDOL Aug. 4, 1953 AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND IECHANISM 7 sheets-3n. 4

Original Filed July 28, 1941 AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Original Filed July 28, 1941 G. T. RANDOL Aug. 4, 1953 7 ShOGtS-Shat 5 Inventor Aug. 4, 1953 s. 'r. RANDOL 23-696 AUTOMOTIVE POWER DRIVE CONTRUL SYSTEM AND MECHANISM Original Filed July 28. 1941 7 Sheets-Sheet 6 G. 'r. RANDOL Re. 23,696 AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Aug. 4, 1953 7 Sheets-$heet 7 Original Filed July 28, 1941 Reissues] Aug. 4, 1953 23,898 AUTOMOTIVE POWER DRIVE CONTROL HANI SYSTEM AND MEG Glenn '1. Randol, Mountain Lake Park, Md.

Original No. 2,604,963, dated No. 562,075, November 6, 1944, whi

July 29, 1952, Serial ch is a continuation of Serial No. 404,295, July 28, 1941. Application for reissue October 11, 1952, Serial 93 Claims.

Matter enclosed in reissue specification;

This invention relates to automotive power transmissions of the stepped variable-drive type. and in particular to a novel and improved control system for activating the drives in such manner as to further simplify vehicular driving control; and the instant application constitutes a continuation of my copending earlier filed application Serial No. 404,295, filed July 28, 1941.

Numerous attempts have been made in the prior art to provide an automatic transmission wherein three forward speeds may be established after manual inauguration of the lowest of the speeds. However, in these prior art devices, an important safety factor has been eliminated by the utilization of one or more overrunning or free-wheeling" one-way drives in the gear sets, so that it has been impossible to utilize the braking compression eilect of the engine when one of the free-wheeling" drives is efiective.

Specifically, the instant invention provides improved control means for change-speed transmissions wherein at least three forward two-way drives are establishable, each of the drives when established being capable of transmitting torque when rotated in either direction.

The vehicular control and drive advantages provided by a series of two-way drives, however. do[es] not preclude the inclusion and use of one or more over-running (free-wheeling) clutches in the transmission gear train, either as a one-way vehicular drive or as a drive ineffective to transmit torque while other drives are eflective for vehicular acceleration. In this latter manner. it is feasible to utilize an overrunning clutch to simplify the selective control of the gear sets without the dangers inherent in conventional free-wheeling applications wherein the actual driving of the vehicular wheels is accomplished directly through a one-way or "free-wheeling" gear set. The present invention comprehends within its scope the use of an over-running clutch in a first speed gear set to accommodate the establishment of a higher speed gear set without necessitating the demeshing of the first gear set or the utilization of the over-running clutch to one-way drive the vehicle. At all times when said first gear set itself is effective to drive the vehicle, the over-running clutch may be rendered inefi'ective, so that no free-wheeling drive therethrough is possible or conventional two-way driving connection employed.

It is, therefore, an important object of the present invention to provide a three forward speed transmission having drive-mechanism or conn c s f e esta l shment of three forheavy brackets appears in the original patent but forms no part of this matter printed in italics indicates the additions made by reissue.

ward drives, the transmission being capable of transmitting torque in either rotative direction whenever any one of the drives is established or in a one-way direction as desired.

Another object of the present invention is to provide a transmission wherein the setting of a shift lever from a first position (neutral) to a second position (high range) operatively releases a governing means for subsequent operation under the control of a selectively operable pedal for automatic shifting operation between two or three forward speeds without further actuation of the shift lever.

An object related to that last stated is the provision of selective speed drive control means to render initially effective, for example, as in starting a vehicle, either a first or a second speed drive of the three aforesaid successive speeds without disturbing the second position setting of the lever.

Another related object to that hereinbefore set forth is to provide a third position (low) for the manually-operated member wherein the first of said three speeds may be utilized indefinitely for driving the vehicle, irrespective of the selective operative condition of the pedal.

A further object related to those hereinbefore set forth is the provision of novel means, controllable at will by the shift lever when returned from either the aforesaid second or third positions to first position, to cause whatever speed is effective to drive the vehicle to be rendered ineffective to transmit driving torque.

A still further important object of the invention is to provide novel transmission control means whereby rendering operative the first speed drive of a series of three two-way speed drives coincidentally conditions for later stepped sequential shifting operation all three of the series of speeds or only two thereof.

An additional important object of the present invention is the provision of a transmission control having operating means responsive to actuation of a power means, for changing the effective drives of the transmission: and means for energizing said power means including shift regulating mechanism responsive to movement of a shift lever; and a power control means responsive to movement of a control pdal, the cooperation of the last two mentioned means causing operation of the power means to change the transmission drives.

A further related object to that next above is the provision of operating means wherein the shift lever-responsive regulating mechanism is operable independently of the pedal-responsive aaooa means to establish one of a plurality of speed drives, and the pedal-responsive means is operable independently of the lever-responsive means after the one of the drives has been established to establish a second of said speed drives.

Yet another important object is the provision of means for selectively obtaining a successive power shift through either two or three forward speed drives following the positioning of a shift lever in a predetermined position, the means including mechanism responsive to a prior movement of the shift lever from a previous setting in its predetermined position and also responsive to a subsequent re-setting of the shift lever into its predetermined position, the selection of the speciflc power shift being determined by the extent of movement of a control pedal.

A still further important object of the present invention is to provide a three forward speed twoway drive transmission having shift-operating means manually movable through a shift lever to actuate a first shifting mechanism for establishing one of the drives, a second shifting mechanism movable to establish a second and a third of the drives, and means to lock the second mechanism against movement until the shift lever has been moved to establish said one of the drives.

A related object to that next above is the provision of means actuatable [actuable] after the shift lever has been placed in a drive operative position to establish low speed drive, and only then to accommodate movement of a shiftin mechanism for the establishment of intermediate and high speed drives.

Among further important objects of the present invention is the provision of improved control means for a three forward speeds and one reverse change-speed transmission whereby the forward speed-changes from the lowest to the highest speed, and then alternately between the next lower speed and the highest, may be accomplished automatically upon the establishment of the lowest speed solely by means controlled by a movement of an operator-operated member and without imparting additional movement to said member while so moved.

Another object is to provide a control means in which a manually established forward speed may be automatically neutralized and two other different forward speeds alternately established automatically without any additional manual operation of the manual member employed to establish the first speed.

An object related to that last stated is to provide in a control means of the kind referred to. means whereby the manual member employed to establish the one speed may also be employed at will to neutralize the one speed or either of the two other speeds when established after said manual control member has established the one speed.

A still further object of my invention is to provide an improved control means for a changespeed transmission having three diflerent forward speeds, which functions in such manner that the vehicle may be started in the lowest speed or the next to highest speed as a result of a single setting of a manually-controlled shift lever.

Another object of my invention is to so construct a control means of the type above referred to, that after said transmission is caused to be in the highest speed, the second and highest speeds may be alternately obtained by successive operations of a pedally-controlled member Such as, for example, the usual clutch pedal or accelerator mechanism if the engine friction clutch is so controlled by the latter, said pedally-controlled member being employed in causing automatic changing of the speeds from the lowest to the highest, and then alternately between the second speed and the highest speed.

Still another object of my invention is to incorporate into said control means, means for accommodating the change-speed transmission to be placed in neutral condition at will by a movement of the hand-controlled lever to a predetermined position.

Still another object of my invention is to provide a control means for a change-speed transmission having three forward speeds wherein the low speed may be manually engaged and a shiftlimiting means released by the movement of a hand-lever to a predetermined position, and then the second (intermediate) and high speeds alternately obtained automatically by successive movements of a pedally-controlled member, and without any additional manual movement of the hand-lever, said control means also being so arranged that after said high speed is obtained, continued successive movements of the pedallycontrolled member will result in intermediate and high speeds being obtained alternately.

A still further object of my invention is to provide improved control mechanism for a change-speed transmission having three forward speeds, and wherein the movements of a handoperated gear shifting lever from a gear ratio operative position to an inoperative position and return will cause the lowest speed to be established at will, irrespective of which speed is established prior to such lever movements.

Still another important object of my invention is to embody in control means of the kind referred to, fluid-pressure energized servomotor means for performing the speed-changing operations in the manner described, and to control said means by correlated personal and speed drive governing operations.

Yet another object of my invention is to incorporate into the control means, spring means which is so constructed that it will function to automatically assist the hand-lever in neutralizing the transmission after said lever is initially moved from an active speed position toward its neutral position, and when the lever is in its position wherein a gear ratio may be active, said spring means will be efi'ective to hold the elements comprising the control means in their operated positions to accommodate gear ratio changing.

A more specific object of my invention is to provide an improved control means for a conventional three speeds forward and reverse change-speed transmission which will simplify the speed-changing operations by eliminating many movements of the hand-lever previously required, and yet the operator may obtain the speed he desires at the time he desires it, thus enabling him to properly control the engine performance in accordance with the vehicle load and/ or road conditions imposed thereon.

Another object of my invention is to provide an improved control means for a change-speed transmission which will simplify vehicular driving, which is inexpensive to manufacture, and which is so constructed that it can be readily associated with existing transmissions with a minimum of alterations.

A further and important object of my invention is to provide an improved control means for a change-speed transmission having at least three forward speeds and associated with a torque-transmitting coupling (friction clutch) operable for interrupting the power-torque therethrough, and wherein said speed-changing and torque-interrupting are effectual through a pedal movable between a first and a second position. said first position being effectual to cause torque interruption and establishment of a selected speed, and wherein movement of the pedal to its second position causes an automatic resetting of the speed-changing mechanism such that upon return of the pedal to its first position said mechanism will function following torque interruption to establish a newly selected speed.

Another important object related to that last stated is to provide improved pedally-controlled speed-changing mechanism wherein the pedaloperated member is effectual when moved from the first position to the predetermined second position and returned to cause said mechanism to change speeds.

Still another important object is to provide an improved control for three forward speed-changing wherein a hand-operated shift lever is movable from a neutral position common to all speeds of the transmission to another predetermined position to release a shift-governing means and to establish, solely by manual speeds and capable of assuming another supplemental (third) position different from the predetermined position and without return to the neutral position to thereby condition for operation ensuing speed changes between the other two speeds upon manipulation of a footoperated member from a first position to a predetermined second position and return.

Another object is to provide an improved control mechanism for effecting a series of forward speed changes in such manner that after the lowest speed of the series has been made operative by movement of a pedally-controlled member to a first position, the next higher speed may be made operative and the lowest speed inoperative solely by movement of the pedal to a second predetermined position and return.

A further object is to provide a manuallyoperated means for effecting certain forward speed drives of a change-speed gear system controllable by a pedal member movable from a first position to a predetermined position to thereby inaugurate power operations, and whereby subsequent reciprocatory movement of the pedal member is necessary for changin of the speeds by motor power operations.

Another important object is to provide an improved vehicular power drive control system for effecting a series of forward speed drives controllable by a member movable from a first position to a second position, and wherein said control member when in its first position causes a certain speed to be effective, but to effect a new speed thereby requires that the control member be moved to its second position and return, thus insuring that an established speed will be employed in driving the vehicle before a new speed is used or made effective.

Another object is to provide in transmission gear control means a pedally-controlled member movable to a first position for causing a prime mover friction clutch to be disengaged, and controlling the effecting of gear ratio changing operations following the movement of the said coneifort, one of the trol member to a second position beyond the said first clutch-disengaged position.

A still further object of the invention is to provide improved control means for a changespeed transmission having at least three forward speeds, and operable in such manner that an operator may manually establish the lowest of the speeds and release a shift-inhibiting means by moving a manual member from one position to another, and then by operation of servo-mechanism under the control of a pedal member, made effective only after release of the inhibiting means, to neutralize the said established speed and selectively establish the other two speeds without return movement of the manual member to its said one position, said pedal member having a first position for interrupting the transmitting of drive torque from a power source through the change-speed transmission, and a second position from which the member is I'EtJl'l'lEd will cause one of said other two speeds to be established.

An additional important object of the instant invention is to provide an improved control mechanism for a change-speed gear transmission wherein one speed drive is manually established by movement of a gear-shift lever and then neutralized by power means which controls additional speed drives, the shift lever being undisturbed by functioning of the power means, and the shift lever being movable in one direction to release a shift-inhibiting mechanism and to control the establishment of the first speed drive, and thereafter manually movable in a different direction for selectively causing other speed drives to become operative.

Another object related to that immediately heretofore set forth is to provide novel control means for a change-speed gear transmission wherein a manually-operated shift-lever is utilized as a control element for selectively causing the establishing of a plurality of different forward and a reverse speed gear ratio, the shiftlever being movable in one direction to render inoperative a shift-restricting means and to cause establishment of one forward gear ratio, being movable in a different direction to cause establishment of a different forward gear ratio, and also being movable in a direction opposite to the direction of movement of the shift-lever to cause establishment of the first sear ratio to establish said reverse gear ratio.

An additional salient object is the provision of a novel transmission control means including a selector-lever movable from a neutral position to a pair of forward drive control positions at one [each] of which a low speed drive is [activated] activatable manually inactivatable [inactivated], and then manually by return movement of the selector-lever to neutral position from said one of the pair of drive positions, or said low speed drive may be inactivated by a fluid-pressure responsilve servo-mechanism [while] upon the selector-lever [occupies] being moved to the other of said pair of drive positions; with reinstatement of the low speed drive requiring a cyclic return movement of the selector-lever through its neutral position and thence to [either] said one of said pair of drive control positions.

A further and important object of the invention related to the object immediately preceding. is the provision of novel control means for automotive change-speed drive mechanisms comprising at least a low speed forward drive and two higher speed forward drives, whereby movement of a manual selector from a common neutral position to a first drive controlling position causes low speed drive to be activated with simultaneous inhibition of power-transition to either of the two higher speed drives; said manual selector being also provided with a second drive controlling position with movement thereto from said first drive position eflecting power-transition drive to the next higher speed to the highest speed drive and alternately thereafter between said two higher speed drives, all in response to a servo speedselector influenced by normally operating a vehicular control pedal with the manual selector in second drive position.

Other objects of my invention will become apparent from the following description taken in connection with the accompanying drawings, in which:

Figure l is a side view or a portion of a motor vehicle including a change-speed transmission showing a control mechanism associated therethe parts being in neutral position and the clutch and transmission control pedal in fully clutchengaged position;

Figure 2 is an enlarged view similar to Figure l with the clutch pedal moved to clutch-disengaged position;

Figure 3 is a view similar to Figure 2 showing the shifting control parts on the inside of the closure plate, said parts corresponding to neutral condition of the gearing;

Figure 4 is a rear end view of the control mechanism of the transmission;

Figure 5 is a top view or the gearing and control mechanism with the shiftable elements of the gearing in neutral position;

Figure 6 is a sectional view taken on line 6-6 of Figure 2;

Figure 7 is a sectional view taken on line 1-1 of Figure 2;

Figure B is a sectional view taken on line 8-8 of Figure 2;

Figure 9 is a view showing the shift-control valve moved to its gear-shifting position with the control pedal in clutch-engaged position;

Figure 10 is a longitudinal sectional view taken on line Ill-I0 of Figure l and showing details of the control shaft operated shifting arms and associated shift-selector valve;

Figure ii is a transverse sectional view taken on the line ll-ll of Figure l of the shiftselector;

Figure 12 is a sectional view similar to Figure 11 but showing the hand-controlled selector valve operated to open position corresponding to the positions of the shift-controlling parts as shown in Figure 13;

Figure 13 is a sectional view similar to Figure 10 but showing the selector valve and associated shifting arms operated to establish low gear drive in the gearing;

Figure 14 is a fragmentary sectional view similar to Figure 13 but showing the positions of the selector valve and associated shifting arms with second and high gear selected;

Figure 15 is another sectional view similar to Figure 14 but showing the positions of the selector valve and associated shifting arms when either second or high gear drive is established:

Figure 16 is an exterior view of my control mechanism showing the control parts in low gear position and the control pedal in clutch-disengaged position;

Figure 1"! is a inside of the closure plate when they are in low gear position;

Figure 18 is an exterior view of my transmission control mechanism showing the positions of the control parts when moved to second (intermediate) gear established position with the clutch pedal depressed to its initial clutch-disengaged position of its travel;

Figure 19 is a view of the control parts on the inside of the closure plate when they are in intermediate gear established position;

Figure 20 is an exterior view of my transmission control mechanism showing the control parts in high gear established position;

Figure 21 is a view showing the positions of the control parts on the inside of the closure plate when they are in high gear established position;

Figure 22 is a perspective view of the shifting arm actuated by the motor power device;

Figure 23 is a perspective view of the double arm lever forming an element of the intermediate and high speed driven selective governing means;

Figure 24 is a view taken on the line 24-24 of Figure 1 showing the hand-controlled shifting lever and associated indicating bracket as mounted on the steering column of the motor vehicle; and

Figure 25 is a perspective view of the limiting pawl effective for inhibiting [the release of] the shifter valve controlling mechanism [so that] from actuating said valve [may be controlled], the pawl thus forming an element of the low speed drive limiting governing means.

Referring to the drawings and particularly to Figures 1 and 5, the numeral I indicates an internal-combustion engine for driving a motor vehicle, this engine being coupled to the drivin wheels of the vehicle by means or a torquetransmltting coupling which is depicted specifically and solely for purposes of illustration as a conventional pedally-controlled friction clutch enclosed within an engine flywheel housing 2 suitably closed by a forwardly extending bellshaped housing portion of a change-speed transmission enclosed within a housing 3. The transmission is specifically illustrated, by way of example, as a synchro-mesh sliding gear type having three forward and one reverse speed drives connected through suitable shafting and differential gearing to the vehicle wheels, as is the usual practice.

The torque-transmitting coupling, the transmission, and the transmission-wheel connection constitute a vehicular power train for the conveyance of driving power from the vehicle engine to the vehicle wheels. The illustrated speciflc components of this vehicular power train are exemplary only, and therefore, the invention inherently accommodates the utilization in the general combination, of all such components recognized in the art as coming within the range of equivalents in the patent sense. Also, the transmission in and of itself constitutes a power train providing a plurality of multi-directional drive connections and preferably providing three forward speed drives and one reverse speed drive.

A clutch or control pedal 4 secured to the outer end of a shaft 5 Journalled transversely in housing 2 controls, by way of example, the engaging and disengaging of the clutch and certain speed-changing functions of the transmission. This pedal 4 has diflering ranges of operating view of the control parts on the movement between two extremes for efiecting the aforesaid correlated clutch and speedchanging functions. Such clutching operations may be effected alternately by accelerator-controlled power-operated means such as, for example, a vacuum-operated unit of conventional construction. Therefore, any type of power means employed to operate shaft 5 in the manner stated in lieu of the pedal 4, which as illustrated in Figure 1 has an operating range of movement defined by extreme positions, is considered a reasonable equivalent in a patent sense. The extreme positions of the control pedal 4 are denoted by reference characters and D" indicating a fully released position and a fully depressed position, respectively. The pedal 4 is also movable in operating increments between its extreme positions. Such incremental movements are indicated by reference characters and "C from either extreme or defined thereby.

The specifically illustrated change-speed gearing within the housing 3, as aforesaid, is of conventional design comprising three forward speeds and one reverse speed. A portion of this gearing is shown in Figure 5 and comprises a shiftable clutch element 6 which, when shifted to the left from the neutral position shown, will cause a driving shaft 7 of the gearin to be connected to a driven shaft 3 of the gearing by means of cooperating clutch teeth 9 and Ill rotatable with the named shafts, respectively. When this clutch element is shifted to the right, as shown in Figure 5, it will cause the second (intermediate) speed to be rendered operative by connecting the second speed gear H to the driven shaft 3 by means of clutch teeth l2 and II. The second speed gear is driven from the driving shaft 1 by Way of the countershaft H, the meshing gear thereon not being shown. The low and reverse speeds are obtained by a slidable gear I! splined on the driven shaft 8. This gear, when moved to the left from its neutral position as shown in Figure 5, engages with gear I! to obtain low speed, and when moved to the right from its neutral position, engages an idler gear i'l driven by a gear III on the countershaft to thus obtain reverse gear. The shiftable clutch element 3 is moved by a shifting fork l3 and the slidable gear I5 is moved by a shifting fork 20. The clutch teeth 3 and i and clutch teeth I! and I3 have associated therewith the usual synchronizing means (not shown).

In accordance with my invention, vided improved means for operating the slidable clutch element 6 and the combined low and reverse gear ii in order to properly control the change of gear ratios of the transmission. On the side closure plate 2| for the gear housing 3 there is journaled a shaft 22 carrying on its inner end an arm 23 to which is pivoted in the free end thereof the shifting fork 23. The exterior free end of the shaft 22 has secured thereon an arm 24 for actuating the shaft and for manually controlling the shifting fork 23 from a remote point by structure to be later described. When the arm 24, as viewed from the exterior of the closure plate, is moved in a clockwise direction from its neutral position shown in Figures 1, 2 and 5, the shifting fork 23 will cause the gear l to engage the idler gear I! for activating reverse speed drive. When the arm 24 is moved in a. counter-clockwise direction from neutral position. the shifting fork will move the gear ll into mesh with gear is to obtain low speed drive.

Also journaled in the closure plate 2| at a point forwardly of shaft 22 is a second shaft 23, and

I have prosecured to the inner end thereof is an upwardly extending arm 23 which has pivotally mounted in its upper end the shifting fork IQ for the shiftable clutch element 6. When the shaft 25 is rotated in a counter-clockwise direction from its neutral position, the clutch element 6 will be moved to engage the teeth 9 and i0 and cause high speed drive to be rendered operative, and when moved in a clockwise direction from neutral position, the shiftable clutch element 6 will engage teeth l2 and I3 to cause second speed drive to be rendered operative. On the outer end of the shaft 25 is secured a double arm lever 21, shown in perspective in Figure 23, for rotating this shaft in opposite directions. This doublearm lever has hooked portions 28 and 23 on opposite sides of the axis of the shaft, and converging from these hooked portions are cam surfaces 33, 30 and 3|, said surfaces 39 and 3| converging at an apex 32 to form a V-shaped selecting cam or drive governing means.

The means employed for operating the doublearm lever 21 comprises a link 33 pivotally mounted to the upper end of a lever 34 which is rotatably Journaled intermediate its ends on the shaft 22 previously referred to. The lever 34 is shown in perspective in Figure 22. The free end of link 33 carries a pin 35 for selectively engagupon the position of the apex 32; surface 3!! always lying slightly ter of the pin 36 when in the with respect to intermediate operated detent 36 to yieldably hold the pin 35 in proper alignment with the apex 32. The V- shaped cam comprising the structure 30-30' 3l-32 forms my novel selecting means of a drive fully described, predetermines the activation of either three forward upshifted speed changes or alternations between the two higher speed drives according to correlated operator control.

The lever 34 is adapted to be actuated by fluidpressure power means shown, by way of example, as a vacuum-operated servomotor 31 comprising a cylinder 33 pivotaliy mounted on the clutch housing by a bracket 39 and an energizable piston 43 provided with a piston rod 4| operably connected to the lower end of said lever 34. This tion to follow.

When the piston 40 of the servomotor 31 is at the rear end of the cylinder 33, the lever 34 and the link 33 will be so positioned that the pin 33 on the link will lie forwardly of the apex 32 of the double-arm lever 27, and when the piston is moved to the forward end of the cylinder 33, the double-arm lever 27 will be caused to be rotated in either a clockwise direction or a counter-clockwise direction, depending upon the position of the apex 62 relative to the central (neutral) position thereof. Since the apex 22 normally lies below the longitudinal axis of the pin 65, this pin will ride up the surfaces 66 and 36 and enter the hooked portion 26 to rotate the lever 21 and the shaft 25 in a clockwise direction to thus initially cause the intermediate speed drive to be rendered operative, which movement will position the apex 62 above the axis of the pin 65. Subsequent retraction of the link 66 will cause the pin 65 to be guided by surface 6| into the hooked portion 26 of lever 21, and thus cause movement of shaft 25 in a counter-clockwise direction to cause high speed to be rendered operative. The detent 36 yieldably accommodates pivotal movement of the link 66 for selective engagement with the two hooked portions 26-26 of the double-arm lever 21, and the detent also biases the link 66, during retraction thereof, to its predetermined normal reset position (shown in Figure 2) by the resetting movement of the servomotor 61 whenever the piston 46 is at the rear end of the cylinder. Thus, the intermediate and high speed selecting mechanism comprises the structure indicated by reference numerals 66-62 inelusive.

On the cover plate spaced-apart relation, are 42 and 46. The exterior secured thereto an arm 44 manually actuated from a ture to be later referred to. Secured respectively to the inner ends of the shafts 42 and 46 are two upstanding neutralizing levers 45 and 46 which are connected for simultaneous rotational movement by interlocking arms 46 and 41, respectively. The levers 45, 46 extend upwardly from the shafts 42, 46, respectively, to lie on opposite sides of the arm 26 which carries the shifting fork 16. When the levers 45, 46 are moved toward one another, they will cause the arm 26 and the shifting fork l6 to assume a central or neutral position at which neither the intermediate nor the high speed drive is operative. when the levers 45, 46 are spread apart, the shifting fork l6 will be free to be moved in either direction in order to selectively cause second (intermediate) or high speed drives to be rendered operative.

The lever 45, which is operated by the exterior arm 44, has associated therewith an over-center spring 46 connected at one end to the lever 45 and at the other end to the casing 2| on the opposite side of the shaft 42. Thus, if lever 46 is moved to a position at which the shifting fork I6 is in its neutral position, the line of eflective pull of the spring 46 will be such as to hold this lever 45 (also lever 46) in a position corresponding to the neutral position of the shifting fork arm 26. If lever 45 is swung away from the shifting fork l6, the line of pull will be on the opposite side of the axis of the lever 45 to hold lever 45 (also lever 46) in a position spaced from the neutral position of the shifting fork arm 26. The spring arrangement is not only effective for holding the neutralizing levers 46 and 46 in their extreme outwardly spaced positions, but is also effective to assist manual effort in neutralizing both the intermediate and the high speed drives, as will be later apparen The upper end of the lever 46 has pivotally mounted thereon a pawl generally indicated at 66 and shown in detail in Figure 25. This pawl 56 below the shaft 25 and in two additional shafts of the shaft 42 has which is adapted to be remote point by strucis pivotally mounted on a pin 56' extending laterally from the upper end of the neutralizing lever 46, and the pawl is composed of a rearwardly projecting portion 5| and a downwardly projecting portion 52 axially spaced from the projection 5|. There is also provided on the pawl 56 a stop 56 which is adapted to engage the top of the lever 46 in order to limit the rotation of the pawl 56 in a clockwise direction On said lever 46, as viewed from the inside of closure plate 2| (Figure 3). A spring 54 carried by the lever 46 and cooperating with the stop 56 normally biases the pawl 56 to a position wherein the stop 56 engages the top of the lever 46. The projection 6| on the pawl 56 is adapted, under certain conditions, to be engaged by a projection 55 integral with the upper end of arm 23 to which the low and reverse gear-shifting fork 26 is pivoted. The projection 55 is adapted to engage the projection 5| of the pawl 56 only when lever 46 is positioned inwardly and the shifting fork 26 is in a position to cause low speed to be operative under certain operator-controlled conditions which will hereinafter be more fully described.

Pivotally mounted in the closure plate 2| and positioned on the inner side thereof is an arm 56. The arm 56 is adapted to engage a pin 51 carried by the inner end of the bearing portion of the shifting fork 26 in order to move the shifting fork 26 from a position where gear i5 is in low speed to a position where the gear is disengaged. The arm 56 is actuated from the exterior of the closure plate 2| by an arm 66 adapted to be engaged by the upper end of the lever 64 when the som is actuated by the piston of the suction motor 61. Thus, as viewed in Figure 2, if the shifting fork 26 should be in the position wherein the low speed gear ratio is operative. this gear ratio will be rendered inoperative whenever the piston 46 of the servomotor is actuated through a portion of its travel from the rear end of the cylinder toward the forward end, i. e., from right to left as illustrated.

A shift-control valve 56 for the servomotor 61 is positioned on the exterior of the cover plate at the upper forward end thereof and has two open motor operating positions as shown in Figures 2 and 9. This control valve 56 comprises a casing 66 having a transverse interior cylindrical chamber 6| in which is mounted a cylindrical valve element 62 provided with an actuating shaft 66 projecting into the interior of the cover plate 2|. The valve element is provided with cross slots 64 and 65 in order to properly direct the flow of fluid through the valve to the servomotor 61. The upper part of the valve casing 66 is provided with a first port 66 which is connected by a conduit 61 to a source of pressure-fluid shown, by way of example, as an inlet manifold 66 of the engine I. The valve casing is also provided with diametrically opposed second and third ports 66 and 16. respectively. The second port 66 is connected by a conduit 1| to the forward end of the cylinder 66 of the motor 61 and the third port 16 is connected by a conduit 12 to the rear end of the cylinder 66 of the motor 61. The lower part of the casing 66 is provided with an atmospheric port 16 diametrically opposing the engine intake manifold port 66. By this structure it is seen that, when the valve element 62 is positioned as shown in Figure 2, the slot 65 will place the rear end of the servomotor 61 in communication with the manifold 66 and the slot 64 13 will place the forward end of the servomotor 31 in communication with the atmosphere. If the valve element 82 is turned clockwise substantially 60 degrees, the rear end of the servomotor 31 will be connected to the atmosphere and the forward end of the servomotor 31 will be connected to the manifold 68. Thus, by oscillating the valve elements 62, the piston rod 4I of the servomotor 31 can be caused to reciprocate in its cylinder 38.

The inner end of the shaft 63 of the shiftcontrol valve element 62 carries a lever 14 whereby the valve element can be actuated. Between this lever 14 and a fixed plate 15, retaining the valve element 62 in the casing chamber 8|, there is interposed a coil spring 16, one end of which is fixed to the plate 15 and the other end of which is connected to the lever 14 by a pin 11 (Figure 8). This pin 11 projects into a slot 18 in the end of the lever 18 pivoted on a shaft 88 in the forward (left) end of closure plate 2|. The outer end of this shaft 88 has secured thereto a downwardly extending arm 8| which is adapted to be engaged by a pin 82 on an arm 83 which is secured to the clutch shaft 5 and movable with the shaft 5 each time the clutch is actuated. When the clutch is in engaged position, the pin 82 is spaced from the arm 8I a sufficient distance to accommodate clutch disengagement by depressing the clutch pedal 4. The spring 18 biases the valve element 62 to a position wherein the left end of the motor 31 is placed in communication with the manifold 68 (Figure 9). In this position of the valve element, the lever 18 will have its shoulder 84 on the hub of the shaft 88 engaged with a stop 85. When the arm BI is engaged by the pin 82 and actuated by the clutch pedal 4, the valve element 82 is rotated in a clockwise direction to the position shown in Figure 2.

The upper arm of the lever 14, carried by the valve element shaft 83, carries a laterally extending pin 86 (best shown in Figures 3 and 9) which is adapted to cooperate with a lateral arm of a bell-crank lever 81 medially pivoted to the inside of the closure plate 2| on a pin 81' laterally extending therefrom. The lever 81 is provided with a notch 88 which is registrable with the pin 86 for engagement thereby through the action of the spring 16 on the valve lever 14 to prevent downward movement of the lever 81, as viewed in Figure 3, as long as the pin 88 remains in the notch, which will be the case when the gearing is in a neutral or reverse condition. However, when the pin 85 is moved out of the notch 88 by rotation of the lever 14 in a clockwise direction (as viewed from the inside of the cover plate) the lever 81 is released to freely move downwardly. which movement is brought about by a spring 88- connected to the other depending arm of the bell-crank lever 81. Rotation of the lever 14 is conditioned by adjusting the pedal 4 to its D extreme position while the shift lever I81 occupies either its "L" or Drive-Range position. When the pin 88 is engaged in the notch 88, the valve element 82 will be held in its operative position shown in Figures 2 and 3 wherein the rear (right) end of the motor 31 is placed in communication with the intake manifold 88. It is thus seen that the bell-crank lever 81 prevents rotation of the valve element 82 to its other operative position under the influence of the spring 18 while the shiftlever I81 occupies either neutral or reverse position.

The rear depending arm of bell-crank lever 81 extends to a position wherein it can cooperate with the projection 52 carried by the pawl 88 previously described and pivotally mounted on the upper end of lever 48. When the lever 46 is in its innermost position, the projection 52 will prevent any movement of the bell-crank lever 81 by the spring 88 notwithstanding the pin 88 is disengaged from the notch 88. If the projection 5| on the pawl 58 is engaged by the projection 55 in the manner already described, the pawl 58 will be rotated on the lever 48 and the projection 52 will assume a position such that the bellcrank lever 81 is released for rotation by the spring 88 upon disengagement of the pin 88 and notch 88 by depressing the clutch pedal to extreme position D".

The pawl 58, together with the spring-biased bell-crank lever 81 and the manner in which such elements control the valve element 82 according to selective operator control, comprises novel limiting means of the aforementioned speed drive governing means whereby the operation of the servo-mechanism is inhibited to insure vehicular acceleration in low speed drive in the "Drive- Range position only of the shift-lever I81, as will hereinafter be fully described. The servomechanism cannot be energized until the arm 23 engages the low speed gears and results in projection 55 moving the pawl 58 so that the bellcrank lever 81 is released for movement by the spring 88 to the position shown in Figures 9 and 21. This limiting means can also be considered as a mechanical form of low speed control means. The limiting or inhibiting means is released to be rendered ineffective prior to actuation of the motor 31 by the conditioning operation of rendering active low speed drive. Thus, there can be said to be incorporated in the control mechanism two controlling or governing means for the power-shifting means; namely, the limiting mechanism 88-54 and 86-88, inclusive, and the selective mechanism including the structural elements 8832. inclusive. which comprise the aforementioned three speeds forward drive governing means.

The manual shifting means for moving arms 24 and 44 on the exterior of the closure plate will now be described. As best shown in Figure l, the arm 24 (for controlling the low speed gear) is connected by a link 88 to a shifter arm 8| loosely mounted on a rotatable and reciprocable gear shift control shaft 82 extending parallel to the steering column 88 and Journaled in a bottom bracket 84 clamped thereon. The other arm 44 (for controlling the intermediate and high speed gearing) is connected by a rod 85 to a shifter arm 86 also loosely mounted on the shaft 82. The shifter arms 8I and 88 are held in spaced relation by a sleeve 81 interposed therebetween. The shaft 82 is adapted to be selectively connected to the arms 8I and 88 by means of a cross-pin 88 carried by the shaft and cooperating with slots (notches) 88 and I88 in the hubs of said shifter arms 8| and 88. respectively. The notch 88 in the hub of the arm 8| is only of sufficient width to receive the pin 88, but the notch I88 in the hub of arm 88 is of greater width than the pin 88. Below the arm 88 is a selector valve housing I8I secured to the steering column and within this housing is a cylindrical selector valve element I82 which is secured to the lower end of the shaft 82 for rotation therewith. The valve casing IN is interposed in the conduit 81 which connects the shift-control valve 58 with the intake manifold 88, and the valve element I82 is provided with a cross passage I83 which in one position is aligned with the conduit B1 and in the other positions is effective to cut off communication through said conduit 61. The valve element I02 is operably connected to reciprocate and rotate with the gear shift control shaft 92 to a plurality of operative or control positions, including closed and open positions, but the shaft must be in its lower position to place the cross passage I03 in registry with the conduit 51 for conditioning the control means to cause ensuing power shifting operations which will hereinafter become apparent.

The upper end of the shift control shaft 92 is journaled in a bracket I04 secured to the upper end of the steering column below a steering wheel I05. A spring I00 normally biases this shaft to its lower position. Secured to the shaft is a manually movable shift or selector-lever I01 for rotating and axially reciprocating the shaft, this lever extending outwardly to the right of the steering column and below the steering wheel. Associated with lever I01 is a pointer I00 which extends upwardly and through an irregular slot I00 in the outer end of the bracket I04. The bracket I04 carries indicia shown as R.," N," L" and Drive." The letter N, indicating neutral, is at "the center of the slot; the letter L," indicating low or first speed drive, is at the upper right end of the slot; the word Drive" (drive rangelow, intermediate and high speeds) is at the lower right end of the slot, all as viewed behind the steering wheel. The letter R," indicating reverse speed gear, is at the left end of the narrow slot. The right-hand portion of the slot is approximately twice the width of the lefthand portion, thus providing a shoulder IIO therebetween. When the shaft 02 is in its lower (supplemental) position, the pointer will lie in the wide portion (forward speed drives) of the slot. In order to manipulate the pointer I00 into i the narrow portion R or into the upper side of the wide portion of th slot L," it is necessary to move the shaft 92 by means of the lever I01 ili'pgvardly against the compression of the spring To inaugurate and effect [an] operative power-upshifting of either two or three forward speeds, the manual shift lever I01 must be moved to its Drive (range) position in order that the selector valve IOI may be conditioned to enable energization of the [and] associated servomechanism to efiect [can be energized for] such power shifting. This lever movement effectively utilizes the inhibiting function of the limiting mechanism -54 and 80-49, inclusive, to prevent power neutralization of low speed prior to establishment of a vehicular drive therethrough. Thus, it is seen that the setting of the shift lever I01 from N" to drive-range position presents the shift lever I01 to a position wherein axial displacement of the lever I01 may occur for opening the selector valve element I02 to render the shifting fork arm 20 selectively effective to control, by rotational movement thereof, other higher speed drives. This novel pattern of shift lever movements for control of the aforesaid power shifting operations is clearly and specifically depicted in Figures 1. 10 and 15.

In addition to the structure already described, there is provided an interlocking means for preventing either of th shifting forks I9, 20 from being shifted to a, speed drive operative position when the other shifting fork is in an operative position. This interlocking means is best shown in Figure 3 and, briefly described. comprises an arm III pivoted on the inside of the cover plate on a shouldered pin III and provided at its free end with a bore II2. In the ends of the bore I I2 are balls I I3 and I I4 having interposed therebetween a spring H5 and a short guide rod IIG. On the arm 23 carrying the shifting fork 20 is a flange II1 provided with recesses IIB, II9 and I20 in its free contoured edge. On arm 20 carrying the shifting fork I9 is a flange I2I with recesses I22, I23 and I20 in its free contoured edge. These recesses cooperate with the balls H3 and Ill, respectively, to yieldably hold the arms in their different speed drive controlling ositions.

On each side of the neutral recesses H9 and I23 are flat surfaces I25 for cooperation with the opposed fiat ends of the portion of the pivoted arm III carrying the ball detent structure. When the shifting fork carrying arms 23 and 20 are in their neutral positions shown in Figur 3, pivoted arm III will have pivotal movement between the confronting flat surfaces I25 equal to the rise of the flange contour edge beyond the flat surface. When either shifting fork carrying arm 23 or 20 is moved to a gear drive position, one of the flat ends of pivoted arm III will be urged by the flat surface of the flange against the confronting flat surfaces on the sides of the neutral recess in the flange which is not being moved to thus hold this flange and its associated shifting fork carrying arm from being moved, since the pivotal movement of arm III is eliminated when interposed between the flat surface of a neutral shifting fork and the contour of the active shifting fork.

Operation When the transmission is in its neutral position, the shift lever I01 will be in the position shown in Figure 24 and the pointer I00 will be opposite the letter "N, and in the lower wide portion of the slot I09 adjacent shoulder H0. The other parts of the control mechanism will be as shown in Figures 1, 2, 3, 5 and 10, Figures 2 and 3, however, showing the parts controlled by the clutch pedal 4 in the position corresponding to clutch-disengaged condition. Under these conditions, the selector valve element I02 controlled by the gear-shift control shaft 02 will be in a corresponding closed position as shown in Figur 11. The shift-control valve 50 will be in the open operating position shown in Figure 2, thus causing the piston 40 of the servomotor 21 to assume its reset position at the extreme rear end of the cylinder 30 in readiness to perform a speed-changing operation. Both shifting forks I9, 20 will be in a position wherein the transmission elements 6 and I5 respectively, which they control, are inoperative (neutralized). The two neutralizing levers 45 and 40 will be in their innermost ositions wherein they will be held by the action of spring 40. The double-arm lever 21 will be in the position shown in Figure 2 wherein the apex 32 of the selecting means will be so positioned that the pin 35 will ride into the hooked end 20 of the lever 21.

If the clutch pedal 4 is in its clutch-engaged position A," arm 83 on the clutch shaft will be in the position shown in Figure 1. To disengage the clutch to interrupt transferral of driving torque therefrom, only incremental movement need be imparted to the clutch pedal, such as the movement from the full line position marked "A" in Figure 1 through an operating range to a first dotted line indication marked 13" in Figure 1. This movement of the clutch pedal will not cause any operation of the arm 8I when this arm is positioned as shown in Figures 1, 2 and 3 and so held by bell-crank lever notch 88 being engaged with pin 85. The pin 82 of arm 83, however, will be brought into initial engagement with the arm 8| when the clutch pedal is moved through the range A"-B" if valve element 52 is operated by spring IE to the position shown in Figure 9 wherein the limiting means is ineffective I pin 88 out of notch 88 of bell-crank lever 81). If the arm 83 is engaged by the movement A"-B, then by additionally moving the clutch pedal through a second range B-C the valve element 82 will be moved from the position shown in Figure 9 to the position shown in Figures 2 and 3. When the clutch pedal is moved to its fully depressed extreme position, as indicated by the dotted position D" in Figure 1, the power-shift control valve 59 will continue to connect the rear end of the servomotor 81 to the engine intake manifold 68, but the valve element 82 thereof will be rotated a slight additional distance from the position shown in Figure 2 which will be suflicient to accommodate disengagement of the bell-crank lever 81 from the pin 88 (if so engaged) carried by the upper end of the lever I4 attached to the valve element 82, and thus render the limiting means, comprising the structure 58-54 and 85-89, inclusive, ineffective to perform its low speed monitoring function.

If it should be desired to obtain low speed, the clutch is disengaged by fully depressing the pedal to its extreme position "D, and then the shift lever I8! is grasped by the operator and pulled upwardly in its neutral position N and then rotated in a. clockwise direction so that the pointer is opposite L." This will result in crosspin 98 on the lower end of the gear shift control shaft 92 engaging in slot 99 of arm 9| and cause rotation of said arm 9| and said lever 24 in unison. Figure 13 shows the pin 98 engaged with slot 99 and arm 9| in rotated position. This results in the shifting fork 28 being manually moved forward and the low speed gear I engaged with the countershaft gear I 8. After shifting the lever in the manner described to render operative the low speed drive, the engine clutch is then re-engaged and the car moves forwardly in low speed upon acceleration. It will not be necessary to hold lever I81 upwardly after it has been moved to the position wherein pointer I88 indicates L" and while the clutch is held disengaged unless it is desired to maintain low speed drive effective for vehicular accelerations.

When the shift lever has been moved to the L" position and released, spring I 88 will automatically move the gear shift control shaft 92 and lever I81 downwardly to the position wherein the pointer I 88 indicates Drive, thus causing cross-pin 98 to leave slot 99 and move into slot I88 (Figure 14), since this slot is of sumclent width to receive pin 98 irrespective of whether the shaft 92 is in the position wherein the pointer I88 indicates N" or "Drive." It is important to note here that this axial cross-over movement of the shaft 92 mechanically disconnects lever I81 from shifting fork 28 of the low speed slidable gear I5 without moving the fork 28 from its rotated drive establishing position so that the power-movement of this gear back to neutral will not cause any movement of the lever I87. The aforesaid axial movement of the shaft 92 also places the cross passage I83 of the selector valve element I82 in a position to open up the conduit 51 and thus condition the servo-mechanism for operation to render low speed ineffective and second (intermediate) and high speed drives alternately operative upon operation of the shiftcontrol valve 59. The position of this valve element is now as shown in Figure 12. The servomotor cannot be operated under the above conditions so long as the shift lever I81 occupies the "L position notwithstanding the limiting means 58-54 and 86-89 is ineffective and the shift control valve 59 is operative to either of its servomotor controlling positions, due to the closed condition of the selector valve element I82. Thus, the servomotor piston 48 cannot be energized and remains in its re-set position at the rear end of the cylinder.

The position of the parts on the inside of the cover plate 2|. when low speed is operative prior to depressing the pedal 4 to its D position to render the limiting means 58-54 and 86-89 in effective as best shown in Figure 9 are shown in Figure 17, and those on the outside of said cover plate are shown in Figure 16. It is to be noted that neutralizing levers 45 and 48 are not spread apart, and pin 57 on fork 28 is adjacent arm 56 and the selector valve element I82 (see Figures 1 and i3) is closed.

If it is now desired to obtain intermediate speed, the clutch pedal 4 need only be incrementally depressed sufliciently to interrupt the drive torque on the gearing, as through the range of moveinent "A"-B. This limited actuation of the pedal is ineffective to rotate the shift valve 59 from its speed drive controlling position (see Figure 9) established when the shift lever l8'l was set in its "L" position to coordinately render operative low speed drive and render the limiting mechanism 58-54 and 88-89 inoperative to control the shift valve 59. Therefore, upon moving the selector-lever I87 from its position to its drive range position Drive," which operation opens the selector valve I8I, the piston 48 of the servomotor 31 will be energized to effect transiits 0" position while low speed drive was made operative by movement of shift lever I81 from N to the limiting means 58-54 tion. when the pedal 4 was released to its A" position to establish vehicular drive in low speed, the shift valve element 82 assumed its servo speed-changing position as ready so positioned, the valve I82 in the aforesaid setting of the selectorlever will cause power-transition by the servomechanism from low speed drive to intermedi 8. speed drive. te

When the lever 34 is being moved to cause low gear to be inoperative, pins 35 of the end of link 33 of the servo-mechanism will ride up the surfaces 30 and 30 of the double-arm lever 21 and engage the hooked portion 28. This hooked portion will be engaged substantially at the point of the low gear disengagement with the piston 40 of the servomotor 31 at substantially halfway travel. Continued movement of lever 34 will no longer cause any movement of the low gear as lever 34 will now move relatively to arm 58, whereby said arm rides to the top of lever 34 as shown in Figure 18.

As the piston moves through substantially the latter half of its full travel from the rear end to the forward end of cylinder 38, it will cause link 33 to rotate the double-arm lever 21 in a clockwise direction, as viewed from the exterior of the closure plate, as best seen in Figure 18. Rotation of this lever 21 will cause movement of the shifting fork l9 and clutch element 6 and result in the engagement of teeth l2 and I3, thereby making second (intermediate) speed operative. When the shifting fork ill moves rearwardly in the transmission to shift the clutch element Ii into mesh with clutch teeth l3 to establish intermediate drive, lever 45 of the two neutralizing levers 45 and 43 will be engaged by the arm 26 and said two levers will be spread apart. such movement being accelerated by the over-center action of spring 43 which will hold them spread apart. The spreading apart of levers 45 and 46 causes arm 44 to be rotated which rotates shifter arm 93 to the position shown in Figure 15. Slot I03 accommodates free movement of the arm from the position shown in Figure 14 to that shown in Figure and, therefore, selector lever Hi1 will not be moved out of its "Drive position. Movement of lever 45 will also result in the pawl 50 being retracted as a unit from the bell-crank lever 81 which lever is already in its released position wherein it is ineffective to inhibit actuating of the shift valve 53 by pedal 4. It is to be recalled that the movement of the clutch pedal to the position D" in rendering low speed operative resulted in release of the bellcrank lever 81 by engagement of projection 55 with projection 52, whereby the pawl 50 was rotated relatively to lever 31 to effect the aforesaid releasing operation.

When the clutch pedal reaches the clutch-engaged position A, low speed vehicular drive will be rescinded and intermediate speed drive will be rendered operative to drive the vehicle. The positions of the parts inside the cover plate when intermediate speed is operative are shown in Figure 19. In Figure 18 the intermediate speed operative positions of the double-arm lever 21, link 33 and the piston of the servomotor 31 are shown in full lines. In making the change of gear ratio from low speed to intermediate speed, it is to be particularly noted that the selector lever I01 was moved by the hand from "L" to "Drive" position to cause this power-transition from low to intermediate speed. and no other operation of the control means was required. Thus, power-transition from low speed drive to intermediate speed drive is effected by the single operator act of moving the selector lever I01 from its '1. to its Drive position since the selecting means 30, 32 is normally positioned to control intermediate speed drive operation.

If it is desired to obtain high speed drive, the control pedal 4 need only be again depressed and then released to actuate the shifter valve 59.

r with the hooked arm 2! of said lever the extent of depression necessary only being through the range A" to 0" of Figure 1, although further depression even to the 'D" extreme position will in no way affect the proper servo-transition from intermediate to high speed drive, not damage the control valve mechanism. since this excessive depression of the clutch pedal merely results in idle over-run movement of the valve element 52 in its servo-reset position, and is done solely for the purpose of releasing the bell-crank lever 81 from pin 85 of the valve lever 14 to render the power-shift inhibiting function thereof ineffective, which operation has already been completed with the setting of the shift lever I01 in its "L" position. When the clutch pedal is depressed, the clutch will be disengaged when the clutch pedal passes through a suflicient range of movement as from A to B." When the pedal is depressed through the ranges "A"C or A"-D," the valve element 52 of the shiftcontrol valve 59 will be again rotated to the position shown in Figures 2 and 3 and the rear end of the servo-motor 31 will be again placed in communication with the intake manifold 63. This will cause the piston 40 of the servomotor 31 to be energized and moved to the rear end of its cylinder and the lever 34 moved in a, counterclockwise direction carrying with it the link 33. Link 33, piston 40 and lever 34 assume the positions shown by dotted lines in Figure 18. Since the apex 32 of the double-arm lever 21 is now above pin 35 on the link due to the selecting means 30, 32 being operated to select high speed drive operation, the pin will be caused to engage when link 33 is again moved rearwardly as a. result of the piston of the servomotor moving from the rear end of the cylinder to the forward end. As will be apparent, this operation of the servomotor is solely determined by the pedal when the same is moved to positions "0 or "13 to cause a resetting of the servo-mechanism.

When the clutch pedal is now released, the valve element 62 of the shift-control valve 59 will again assume the position shown in Figure 9 under the action of the spring 16, this positioning of the valve taking place during the movement of the clutch pedal through the incremental range from "C" to B." The forward end of the servomotor will now be placed in communication with the source of motive power, 1. e., the intake manifold 63, and consequently the piston 40 is moved to the forward end of the cylinder. This will rotate the lever 34 in a clockwise direction, and as link 33 is pulled rearwardly, pin 35 will slide down the inclined surface 3l, engage the hooked end 29, and rotate the double-arm lever 21 counterclockwise. This will cause intermediate speed to become inoperative and high speed drive to become operative as a result of the shifting fork is being moved to cause disengagement of teeth I! and I3 and the engagement of teeth 3 and II. There will be no movement of the neutralizing levers 45 and 46 since these levers are already spread apart. Also. there will be no movement of the shifting arms BI and 38 at the lower end of the shifting shaft 32. Figure 20 shows the position of the servomotor piston 40, arm 34, link 33, and doublearm lever 21 when high speed direct-drive ratio is caused to become operative. Figure 21 shows the positions of the parts on the inside of the closure plate when high speed is operative.

If vehicular conditions are now encountered making it desirable to effect a lower speed, sec- 21 ond (intermediate) speed drive may again be re-engaged by merely depressing the clutch pedal through the range from A" to "C" or D and releasing it. This is brought about by the fact that the double-arm lever 21 is in a position selecting intermediate speed drive onenation so that when the servomotor piston is reciprocated, lever 34, by means of a link 33, will cause rotation of the double-arm lever 21 in a clockwise direction (as viewed from the outside) to cause disengagement of teeth and I0 and engagement of teeth I2 and i3, thereby making the high speed inoperative and the second speed operative. A subsequent depressing and releasing of the clutch pedal through the same range of movement from "A to C or D will again place the transmission in high speed drive. Thus, it is seen that after the transmission has been placed in second speed, successive depressing of the clutch pedal and release thereof between a first and second position will result in the high and second speeds b n made alternately operative without disturbing the Drive position setting of the hand lever I01.

I! the transmission is in either second or high speed and it is desired to neutralize the transmission, it is only necessary to depress the clutch pedal to extreme position "D" and then move the hand lever out of "Drive" position to a position adjacent the shoulder I10 opposite the letter N. This movement of lever I01 will close the selector valve I02 to disable fluid operation of the servomotor 31 notwithstanding that the shirtcontrol valve 59 may be in its servo-operating position, as shown in Figure 9, due to failure to depress the clutch pedal to position D.-" and cause pin 08 to engage and move arm 90 and link to rotate arm 44 in a clockwise direction whereby the neutralizing levers 40 and 46 will be moved inwardly. As soon as the spring 49 moves over the pivotal center of lever 40, its force will then be added to that of the manual effort to assist in bringing the levers 45 and 40 fully inwardly to accomplish neutralization. If this spring is made strong enough, it can accomplish the neutralizin operation by its force alone as soon as manual efl'ort eflects its release by moving it over the pivotal center of the neutralizing lever on which it is anchored. If the gear-shifting fork I0 is in high speed position, lever 40 will engage arm 26 which carries the shifting fork and thereby move it to its neutral position. If the gear-shifting fork is in second speed position, arm 40 will engage arm 20 and move the shifting fork I0 to i neutral position. This again places double-arm lever 21 in the intermediate drive selecting position shown in Figure 2. Thus, by moving hand lever I01 back to its "N" position, the gearing is positively neutralized by manual effort and intermediate drive selected. When the ha d lever is in the position marked N," the driver knows that the gearing is in neutral position. The placing of the hand lever at N also cuts of! conduit 01 by the selector valve IOI at the lower end of the shirt control shaft 92 mounted on the steering column so that the servomotor 31 cannot function to cause any accidental shifting.

It is to be noted that when neutralization is accomplished by the hand lever I01, said lever does not have to move the piston 40 of the suction motor 31. When the clutch pedal is depressed to position D, the piston oi the suction motor assumes a reset position at the rear end of the cylinder and consequently the pin 35 and the link 33 are forward of the apex on double-arm lever 21. Thus, lever 21 is freely movable with the shifting fork I9. When the neutralizing levers are moved toward each other in neutralizing the transmission and selecting intermediate drive, pawl 50 carried by lever 46 will move to a position wherein projection 52 will engage the bellcrank lever 81 and hold it in a registering position wherein pin 86 will engage in notch 03 when the clutch pedal is released from position "D." The valve element 62 is thus again set and held in the position shown in Figure 3. The piston of the suction motor remains reset at the rear end of the cylinder.

If the transmission should be in low speed drive when it is desired to neutralize the transmission, lever I01 need only be returned from the position "L" to the position marked "N." This will positively disengage gear I5 from gear I 6 by means of the direct linkage connection to arm 24.

If it should be desired to start the vehicle in intermediate speed drive instead of in low speed drive, this can be accomplished due to the selectinc means 30, 32 normally controlling intermediate speed drive operation when the vehicle is standing with the gearing neutralized, by initially moving the clutch pedal to the extreme position marked D," then operating the selector-lever I01 [directly] from N position to "Drive position. With the selector-lever I01 thus positioned in Drive setting, actuation of the clutch pedal to the position D will release the pin 06 from the notch of the bell-crank lever 01, thus releasing the lever 81, so that spring 00 can move the lever 01 out of registry with the pin 86 and the valve element is rotated by the spring 16 to its shift controlling position shown in Figure 9 upon release of the clutch pedal to its A" or B" position depending upon whether the clutch is desired engaged. This releasing of the clutch pedal will thus energize the shifting-motor 31 and cause the low speed drive to be rendered inoperative and the intermediate speed drive to be rendered operative before vehicular drive through the clutch is effective. By this procedure, although low speed drive was made operative, it was again made inoperative and intermediate speed drive made operative before the clutch was re-engaged to transmit drive torque. Thus it is seen that the automobile will start in intermediate speed drive rather than in low speed drive. All that was necessary to obtain this condition was the initial depressing of the clutch pedal to the extreme positioned marked D," instead of through the range A" to C," as is necessary when low speed is maintained eflective by the limiting mechanism 5054 and 80Il9 inclusive for use in starting the vehicle with the manual selector 107 in "Drive position.

When the transmission is in either intermediate or high speed, and it is desired to obtain low speed, this is accomplished by neutralizing the effective drive of the transmission by moving the shift-selector lever I01 to its "N" position and then obtaining low speed in the same manner as already described in starting the vehicle. Thus. in order to reinstate low speed after servo-mechanism inactivation thereof, it is necessary to move the selector lever I01 through a complete cyclic movement including its N" position and subsequent re-positioning of the lever in its L" position in which low speed is ntilizable as a drive to obtain low speed only, or to its Drive position to inaugurate power upshifting from low to intermediate and high speed drive, or alternately between intermediate and high speed drives.

If it is desired to obtain reverse speed, this is readily accomplished by first disengaging the engine clutch by moving the pedal 4 through any of its incremental ranges of movement from A to B," "C" or D" and then raising up lever II" in its N" position and rotating it in a counterclockwise direction so that the pointer IN! is at the portion of the slot marked R." Such movements of lever II" will swing the arm 24 in a clockwise direction from the position viewed in Figure 1 and will result in the shifting fork III moving gear I into engagement with the reverse idler gear II.

Operational summary In connection with the operation of the control mechanism described, by way of example, as embodying the invention, it is to be particularly noted that, if the operator should desire to remain In low speed, regardless of the disengaging of the clutch and the movement of the pedal to the position D, he may do so merely by holding the gear shifting lever Ill'l upwardly in the position marked L following movement thereof from N or "3 position, so that the selector valve element I02 cannot assume its open position as shown in Figure 12. Under such conditions, the shift-control valve 59 and the suction motor 31 cannot be connected to the intake manifold Iii, and thus the movement of the control pedal 4 will not cause the motor power means to function to neutralize low gear. The operator, therefore, has full control over low speed at all times. if he so desires, in the manner above stated.

The functioning of the servomotor and the establishment of either second or high speed cannot be obtained unless the selector-lever III] is moved to assume the Drive position (referred to in some of the claims as the high range position) wherein the selector valve element I02 provides for connection of the intake manifold 68 with the control valve 59, said shift lever in Drive" position also mechanically disengaging said lever from said low speed shifting fork In. If desired, the spring I06 can be eliminated, so that the gear shifting lever ")1 must be manually operated downwardly to open the valve element I02 and to mechanically disconnect the lever IIII from the shifting fork 20. With such an arrangement, the operator can maintain low speed indefinitely as a drive without holding upwardly on the lever I01 against the bias of the spring I06.

It is also to be recognized that, in the particular embodiment of the invention shown by way of example, the control pedal 4 is employed as a pedally operable member for both disengaging the clutch to interrupt the engine torque through the transmission gearing and actuating the power-shifting control valve 59. It is not intended, however, in the broad aspects of the invention to limit the actuation of the control valve 59 by the clutch pedal, as this may be accomplished by some other pedally-controlled member of a motor vehicle, recognized in the art as constituting an equivalent in the patent sense. It will be noted that the control pedal 4 has two ranges of movement with respect to the control of the transmission control means, these being a first range A to B wherein the clutch is disengaged and the control valve 59 is in one of its motor operative conditions to accommodate control of certain transmission shifting operations, and the other or second range "B" to C," which is beyond the range A" to "B." To perform a speed-changing operation, the pedal is moved through its first and second ranges of movement and returned. There is also an extreme position of the pedal which is important in the operation of the motor power shifting mechanism; 1. e., the position indicated at D," normally effective when low speed drive is rendered operative to drive the vehicle at the L position of lever I01. This position, which is predetermined, causes a release of the pin II from the notch 88 of the bell-crank lever 81, so that the valve element 62 of the control valve 59 can be operated for control of the poweroperated mechanism. Return movement of the pedal through the range D to "B" releases spring 15 to function for placing the valve element 62 in its other motor operating position shown in Figure 9 wherein a shift to second speed is effected. After the control valve 59 has been released for operation and placed under control of the movements of the control pedal 4 and second speed is obtained, subsequent depression of the pedal I through its movement A--C (or beyond) will [eflect] cause resetting of the motor-power shifting mechanism, and upon return of the pedal 4 through the range C-B, a power-transition to a selected speed will ensue.

The clutch pedal I is illustrated for the purpose of embracing all such operator-controlled members recognized in the art as coming within the range of equivalents in the patent sense, but not limiting the control of the clutch-coupling 2 to direct operator effort transmitted through such members since conventional operations of such members are utilized to either directly actuate the aforesaid clutch-coupling or accommodate power-control thereof by any well known power operated means whenever such a member is operated into an extreme operating position. This extreme position of such an equivalent control member would accommodate the same position of the shift-control valve 59 (see Figure 2) as [it has] depicted in the specific control mechanism shown in the present embodiment wherein the clutch pedal 4 is moved through range A"-B with the power-mechanism reset. When such control member is predeterminately depressed from its extreme position, then the control valve SI would be caused to have the same operating conditions [that it has] depicted in the disclosed control mechanism when the clutch pedal 4 is initially moved through ranges A," B" to D to place the valve 59 under control of said pedal, and then returned to position "3 to operate the control valve 59 into position of Figure 9 wherein the motor-power shifting mechanism is energized to effect the selected shift. Thereafter, successive cyclic movements of the pedal from "A or B to position "C" or beyond and return causing the power-shifting mechanism to reset, and effect the selected speed changes.

It will be apparent that with the control mechanism embodying the present invention an operator can obtain, with the pedal control feature. a low speed drive when the pedal undergoes movement A-B, but when said pedal is moved to its predetermined extreme position "D," while the low speed drive is in its established condition, mechanism is caused to function automatically whereby it will no longer be possible to maintain low speed established, and there- 25 after the power-operated mechanism will be eflective to establish a higher speed by release of the pedal. Subsequent depressing of the pedal through the range "BC will then accomplish desired motor power-shifting between intermediate and high speed drives.

One of the salient features in the improved control means resides in the manner of functioning of the servomotor 81. It is to be particularly noted that the movable power element 40 of the motor performs its speed-changing operations by movement in one direction only. Its resetting movement in the opposite direction is idle travel and no shifting operations are performed thereby. This idle travel, however, is utilized to reset the control mechanism to its next shifting position so that it will be in condition to establish a. selected speed when the movable element of the motor is energized to make its shifting movement. The resetting occurs during the movement of the pedal 4 through the range B-"C or D" after clutch disengagement, and thus the mechanism is conditioned to make the selected shift when the pedal is returned through C or DB movement, said return movement causing the control valve element 62 to produce proper fluid pressure connection between the fluid-pressure motor 31 and the intake manifolds 68 of the engine via open selector valve 101 to energize the movable power element of the motor to perform its shifting function.

Another important feature of the present invention is the utilization of a governing or limiting mechanism for inhibiting the operation of the power means or servomotor 31 to render inoperative the successively higher speed drives until low speed drive has been first utilized for vehicular acceleration when the manual selector 107 is in "Drive position. This limiting governing mechanism structurally comprises the mechanism indicated on the drawings by the reference numerals 80-84 and 88-88, inclusive. The term limiting governing mechanism" as applied to this sub-assembly is proper since the function served is equivalent to a governor which may be used as a functional equivalent in the patent sense.

A second and related controlling function is performed by the selector valve I I, which selects inoperative and operative change-speed drive conditions in accordance with the indicated shifting movements of the shift-lever I01. The se iector valve I 0| is actually a manual valve and nothing more, the valve element I02 of valve |0I being movable in unison with the shift-lever I01 to its selecting positions, and no conditioning function is served thereby except to control the supply of pressure-fluid to the aforementioned shift-control valve 59.

Thus, premature functioning of the servomotor 31 is prevented by two separate but correlated drive control means; namely, the limiting mechanism 50-54 and 85-89, inclusive, and the selector means 101-107 [30-32], inclusive. The conditioning operation necessary to actuation of the servomotor 31 is the act of rendering low speed operative or, more precisely, the single act of establishing low speed drive in response to the "L" position setting of the selector-lever 107. In turn, the rendering operative of low speed drive also accommodates a subsequent automatic disabling of the limiting mechanism to place the shift-control valve 59 under control of the control pedal 4 for causing the servo-mechanism to vary the effective drive of the transmission.

It is thus seen that the drive governing control means include the limiting and selecting mechanisms; i. e., the structures 50-54, 86-89, and 30-32 inclusively, which are operable to predetermine the activation of low, intermediate and high forward speeds, or for vehicular drive limited to intermediate and high speeds upon the rendering of low speed operative by a single drive range setting of the shift lever I01 from its neutral N position. These two mechanisms provide an effective speed drive governing means, inasmuch as the aforesaid limiting mechanism 50-54 and 86-88 controls the upshift from low to intermediate drive, and the selecting means 30-32 controls the upshift from intermediate to high speed drive and alternately therebetween. The inhibiting and selecting functions of the drive governing means are correlated with the control of the valve 53. each being dependent upon the other to cause a change in the effective drive of the change-speed mechanism. The governing means must operate to predetermine a new drive condition, and the valve 59 controlled by the pedal 4 to cause the servo-mechanism to render such new drives effective with the selector valve 101 in open position. Therefore, it is seen that a speed-changing cycle is caused by correlated functions of the drive governing means and the pedally-controlled valve 59 upon rendering low speed drive operative to transmit drive torque. Further, the entire upshift operational sequence may, if desired, be effective through the sole medium of a control pedal with the shift lever remaining in Drive position throughout.

To more briefly summarize the operation and control of the disclosed structure:

The manual operation of causing low speed drive to be activated by setting the shift-selector lever I01 directly from its N to Drive range position constitutes a novel conditioning function whereby the drive governing means comprising structure 50-54, 86-88 and 30-32, inclusive, [is] are rendered operative correlatively with the ped ally-controlled valve 59 to either cause servotransition from low speed to intermediate and high speed drives, and thereafter, alternately between intermediate and high speed drives, or servo-activation of intermediate and high speed drives only. If low speed drive is desired effective for vehicular acceleration, as in starting the vehicle, the pedal 4 would under such conditions be operated through a range of movement, for example, as defined by the range BC. or the shift-lever 107 would be set in its L. position and the pedal 4 operated to its D position. If intermediate drive is desired in starting the vehicle, low speed drive may be servo-inactivated prior to establishment of vehicular drive therethrough, notwithstanding it was activated in the aforementioned setting of the lever I01 into its "Drive position, by merely operating the pedal 4 initially to one of its extreme positions, as indicated at D"; whereupon, drive-torque would be transmitted through intermediate drive instead of low speed drive for starting the vehicle. It is thus seen that the operator has a choice of starting the vehicle either in low speed or intermediate speed drive upon setting the selector I01 in Drive range position from N" position and operating the pedal 4 through a range of movement between its extreme positions to utilize low speed initially, or by including an extreme position in the initial operating movement thereof to thus utilize intermediate speed to start the vehicle. 

